Pleasure Craft - 1946 Packard Super Clipper Eight

Feature Article from Hemmings Classic Car

Just how far would you go to acquire that old car staring back at you during a car show? Whether it's for sale or not, you have such a burning desire to own it you can't help but linger around the old car longer than you anticipated. While conversing with the owner, your mind drifts into the realm of automotive financial possibilities, knowing that if they accept the offer you're about to make, there's a chance you're going to have to scramble to make good on it, not to mention explaining it to your significant other. You eventually make an offer, and only later does the owner call you back after the show to tell you they've decided to accept it.
For Rick Crawley, this scenario took place after attending the Haynes-Apperson Cruise-In in Kokomo, Indiana, in 2005. After spotting this 1946 Packard Super Clipper Eight on the field, he went so far as to sell his 1980 Pontiac Firebird and 2001 Indian motorcycle to acquire it. It's only one vehicle in his fleet of old cars that he drives on a daily basis, yet his Packard is, to him, the prettiest American classic to roll from the factories in the 1940s.
A continuing Packard tradition, their new 1946 models were designated the 21st Series, which ran from October 1945 to September 1947. Gone was the classic Packard look, and in its place was the Clipper design throughout the entire 21st Series model line. Introduced in 1941, this modern Clipper design incorporated the fenders into the body instead of them appearing like separate bolt-ons. Initially available only as a four-door sedan in 1941, its sales success opened the door for model expansion that eventually became the basis of the entire Packard line.
At the outset, Packard released only the base Clipper Eight four-door models, but by April of 1946, the Clipper Six was available. The Super Clippers were leaving the assembly line in May, and June saw the arrival of the Custom Super Clipper. With the early success of the pre-war Clipper design, it was anticipated that the new models would pick up where they left off.
The 1946 models, with exception to trim and body styles, were basically the same from the firewall aft, thanks to a single body stamping. With the four different model series placed on three different wheelbases, lengthening or shortening the hood and fenders covered the difference to complete the body length. Sitting on the 120-inch platform are the base Clipper Six and Eight, while the extended-wheelbase Custom Super Clipper is sitting on the larger 148-inch wheelbase.
The Super Clipper, as well as the standard Custom Super Clipper, is built on Packard's mid-range wheelbase of 127 inches. These two series models are powered by the standard 356-cu.in. L-head straight-eight engine. The largest offering for the 21st Series from Packard, this particular engine design first appeared in 1940, and though there were very minor variations since its inception, ran straight through to the 1950 model year. This cast-iron block contains a 3.50 by 4.63-inch bore and stroke, and is topped with a Carter two-barrel carburetor; its 6.85:1 compression ratio pumps out 165hp--only Cadillac's 346-cu.in., 150hp L-head V-8 came close to the Packard horsepower per cubic-inch output. However, Hudson with its 254-cu.in., 128hp L-head straight-eight, does have the highest calculated output of the three makes, but Hudson's base price started at over $3,000.
Packard did have two other power offerings for its other models: a lesser 282.04-cu.in. L-head straight-eight that produced 125hp for the base Clipper Eights and a smaller 245.3-cu.in. L-head straight-six for the Clipper Six that squeezed out 105hp.
Styling changes were minimal at best, in this case most notably to the grille itself. The multiple narrow horizontal bars were replaced by substantially larger, and fewer, horizontal bars, which increased the spacing between them. Other features included 11 solid exterior colors and five two-tone combinations, as well as the series name in script placed under the front window vents on the doors. Base Clipper models did not feature model script, and six-cylinder models were easily identified by the fact that the grille extensions did not wrap around the front fenders, but rather stopped under the headlamps.
Options for the new Packards were limited, including a heater, radio, rear fender skirts, wheel trim rings, a roof-mounted antenna, and two-tone paint, as well as an overdrive. An Electromatic Clutch was a $37.50 extra that could have been installed as an addition to the $60 overdrive, and by leaving the transmission in second gear, the overdrive would kick in, approximating third gear, thus eliminating the need for clutching and shifting, which came in handy in city traffic. However, the Electromatic option still did not compare to Cadillac's fully automatic Hydra-Matic transmission.
With the surge in post-war sales, 1946 Packard production of the 21st Series stood at 42,102 units, of which approximately 4,924 were the four-door Super Clipper Eights, according to some sources. "I've seen only three of these in my life," says Rick. "It's just a magnificent car, and all I wanted to do was sit and look at it. I could tell that it is an older restoration, probably 20 years old or so, but it still looked really nice."
During the Haynes-Apperson Cruise-In, Rick discovered that the owner of the Packard hardly used it. "He didn't even know where the headlamp switch was," Rick recalled. "I managed to figure that one out pretty quickly, and he was thankful. He told me that since it was too big for him, it was for sale.
"I have to believe it is an Arizona car. That's what I was told when I bought it, and I haven't seen anything to disprove that. When I looked underneath the car, I couldn't see a speck of rot anywhere; it's in really good shape under the body. The Packard Blue paint is not totally perfect, but that's all right with me."
Once Rick brought the Packard home, he made a short list of what needed to be done. First on the list was repairing the heater. It didn't take long to discover that the wiring and hoses were never connected after the restoration; a quick fix with immediate results. He also went ahead and had new tires installed. "The tires that were on the car were too small, so I opted to go with Diamond Back radials. Of all the cars I own, only one has bias-ply tires installed. With the radials, the car doesn't want to wander all over the road, and it makes driving it that much more enjoyable."
Two center caps and trim rings needed to be replaced; however, there was a catch. Rick's Packard has the cloisonné centers rather than the stock centers. A call to Max Merritt Auto informed him that the center caps on his Packard came standard on the Custom Super Clippers; however, a lot of the Super Clippers left the dealerships, not the factory, with the cloisonné centers.
"I discovered a lot of little things with this particular car after I bought it," Rick told us. "For instance, there is a Marvel Mystery Oil top cylinder lubricator installed. It's certainly an aftermarket item, but I'm not totally sure if it's period correct. I wish the oil pressure was a little better, so I decided to leave it on the car; that's probably why it was installed in the first place. Also, the radio was converted to FM behind the dash face. Of course, it's not original, but it was nicely done and you wouldn't even notice it if you didn't turn it on."
Rick was quick to point out that while the Packard was well built, there are some things that baffle him. For instance, Packard decided to mount the solenoid and both horns onto a massive bracket, which was then bolted to the cylinder head. The passenger compartment has some quirks as well. "The two rear doors conform to the rear fenders. While it looks nice, the bottom of the door measures 18 inches, whereas just below the window, it's more like 25 inches. That would be fine, but the armrests on either side of the rear seat are just a bit too big and obstruct the opening slightly. To me, it would have been fine with just the center armrest, but the side rests make entering and exiting the rear seat tricky with the smaller door opening. But once you get used to it, it's not as big a problem as you might think."
Climbing behind the wheel of the big Packard, the first thing you notice is the woodgrain dash. The speedometer is offset to the right of center, nestled up close to the radio. Chrome horizontal trim to the left houses smaller, rectangular gauges that indicate amperage, fuel, temperature, and oil pressure. Its simplicity is a welcome sight compared to today's vehicles, and all the important information is conveyed to the driver front and center.
The speedometer itself is contained within a chrome bezel, with single digits from 0 to 9, then 10 and 11, rather than the more traditional two- and three-digit 10-mph increments. Small turn signal indicators are contained within the speedometer, between numbers 4 and 7 and the chrome bezel. On the right side of the dash is a matching clock and chrome trim, as well as a locking glove box. The rest of the passenger comfort controls, such as heat and fresh air switches, are located on both sides of the radio, and are of the push/pull variety not uncommon for the day.
The engine turns over rather easily, and after sliding it into first gear, the big Clipper begins to roll. The engine runs smoothly, and is remarkably quiet. Shifting through the gears--the Electromatic Clutch option was not installed on this Clipper--it rides just as smoothly as the engine does, and handles the corners well with minimal body roll. The steering is light and quick to respond, and even on the highway, the Packard has no trouble keeping up with modern traffic.
Braking is typical for vehicles with four-wheel hydraulic brakes, when stopping power came from the leg. Still, with 12-inch drums front and rear, it doesn't take long to get it slowed down. However, it's still a good idea to think ahead, and to leave plenty of stopping room in front of you. The drums on this Packard are adjusted well, and there was no trace of pulling in either direction when the brakes were applied.
Today, Rick still tries to drive it on a regular basis. He's also contemplating doing some minor repairs to the left-rear side. "I was driving it around one day recently when I pitched a center cap. The darn thing got hung up between the fender and the tire, so I need to make some repairs eventually. It's not bad, but it's noticeable. I have the paint, it's just a matter of doing it. This car is worth the effort."
Owner's View
Rick Crawley, 47, from Logansport, Indiana, didn't go to the cruise-in to purchase an old car. "I've always wanted a Clipper from the '40s, especially a '46 or a '47 Super. So when I saw this one, I just had to have it. I currently own 29 vehicles, the oldest being a '30 Hudson, and most of them are in the same shape as the Packard. I try to drive all of them, and keep them looking nice and running, but when it comes to the Clipper, I love the styling, and of all the cars made on either side of the war, I think it's by far the prettiest."
What to Pay
1946 Packard Clipper
Low: $9,000
Average: $18,000
High: $28,000
PROS
Classic Packard design still visible
Low production means rare sightings
Strongest power output per dollar in 1946
CONS
Replacement body panels virtually nonexistent
Rear seat ingress and egress tricky
Virtually unchanged from pre-war model
Club Scene
Packard Automobile Classics
P.O. Box 360806
Columbus, Ohio 43236-0806
800-478-0012www.packardclub.org
Dues: $40/year; Membership: 4,200
Specificartions
Base Price: $2,290
ENGINE